U.S. patent application number 17/360932 was filed with the patent office on 2021-12-30 for system for a combined spark arrestor and muffler assembly.
The applicant listed for this patent is Transportation IP Holdings, LLC. Invention is credited to Samir Vikas Joshi, Sandeep Kanzal Venkatesha, Abhijit Eknath Patil, Prabhakaran Selvaraj.
Application Number | 20210404359 17/360932 |
Document ID | / |
Family ID | 1000005739674 |
Filed Date | 2021-12-30 |
United States Patent
Application |
20210404359 |
Kind Code |
A1 |
Patil; Abhijit Eknath ; et
al. |
December 30, 2021 |
SYSTEM FOR A COMBINED SPARK ARRESTOR AND MUFFLER ASSEMBLY
Abstract
Systems and methods are provided for a combined spark arrestor
and muffler assembly. In one example, a system may include a
combined housing, the combined housing including a spark arrestor
portion including a plurality of stator fins, and a muffler portion
including acoustic packing, the muffler portion fluidically coupled
to the spark arrestor portion via a first sliding joint and a
second sliding joint. In this way, a single component of a vehicle
exhaust system may reduce sparks and/or carbon deposits in exhaust
gas, while also reducing exhaust noise.
Inventors: |
Patil; Abhijit Eknath;
(Bangalore, IN) ; Joshi; Samir Vikas; (Bangalore,
IN) ; Kanzal Venkatesha; Sandeep; (Bangalore, IN)
; Selvaraj; Prabhakaran; (Bangalore, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Transportation IP Holdings, LLC |
Norwalk |
CT |
US |
|
|
Family ID: |
1000005739674 |
Appl. No.: |
17/360932 |
Filed: |
June 28, 2021 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
63045325 |
Jun 29, 2020 |
|
|
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61C 5/04 20130101; F01N
1/24 20130101; F01N 2230/06 20130101; F01N 3/06 20130101; G10K
11/161 20130101; F01N 2590/08 20130101 |
International
Class: |
F01N 3/06 20060101
F01N003/06; F01N 1/24 20060101 F01N001/24; B61C 5/04 20060101
B61C005/04; G10K 11/16 20060101 G10K011/16 |
Claims
1. A system, comprising: a first combined housing, comprising: a
spark arrestor portion, the spark arrestor portion including a
plurality of stator fins; and a muffler portion, the muffler
portion including acoustic packing, wherein the muffler portion is
fluidically coupled to the spark arrestor portion via a first
sliding joint and a second sliding joint.
2. The system of claim 1, wherein the first combined housing
comprises: an internal cavity, the plurality of stator fins
positioned therein; a cylindrical outer casing; a spark collector
coupled to the cylindrical outer casing; and a drain port
fluidically coupling the internal cavity to an external surface of
the cylindrical outer casing.
3. The system of claim 2, wherein the first combined housing
comprises: an exhaust gas inlet positioned at a first end of the
cylindrical outer casing, the exhaust gas inlet extending between
the external surface of the cylindrical outer casing and the
internal cavity; and an exhaust gas outlet positioned at a second
end of the cylindrical outer casing, the exhaust gas outlet
extending between the external surface of the cylindrical outer
casing and the internal cavity, a face of the exhaust gas outlet
perpendicular to a face of the exhaust gas inlet.
4. The system of claim 2, wherein the acoustic packing is
positioned between the internal cavity and an internal surface of
the cylindrical outer casing.
5. The system of claim 2, wherein the cylindrical outer casing is
coupled to a clamp sheet via the first sliding joint, the first
sliding joint including at least one pre-loaded spring.
6. The system of claim 2, wherein the muffler portion includes a
perforated pipe, the perforated pipe coupled to the cylindrical
outer casing via the second sliding joint.
7. The system of claim 2, wherein the spark collector includes an
outer box fixedly coupled to the cylindrical outer casing and an
inner box slidably coupled to the outer box.
8. The system of claim 1, further comprising a second combined
housing, the second combined housing including another spark
arrestor portion and another muffler portion, a central axis of the
first combined housing parallel to a central axis of the second
combined housing.
9. The system of claim 1, wherein the first combined housing is
coupled to an exhaust system of a locomotive engine.
10. An apparatus, comprising: a cylindrical casing including an
internal cavity, the internal cavity comprising a first cylindrical
portion and a second cylindrical portion, the first cylindrical
portion perpendicular to the second cylindrical portion; an exhaust
gas inlet extending between the internal cavity and an exterior
surface of the cylindrical casing, the exhaust gas inlet positioned
on a first end of the cylindrical casing; an exhaust gas outlet
extending between the internal cavity and the exterior surface of
the cylindrical casing, the exhaust gas outlet positioned on a
second end of the cylindrical casing; a plurality of stator fins
positioned within the first cylindrical portion of the internal
cavity; and an insulating material positioned radially around the
second cylindrical portion of the internal cavity.
11. The apparatus of claim 10, wherein a spark tray extends between
the first cylindrical portion and the exterior surface of the
cylindrical casing.
12. The apparatus of claim 10, wherein a face of the exhaust gas
inlet is perpendicular to a face of the exhaust gas outlet.
13. The apparatus of claim 10, further comprising an external
sliding joint between the cylindrical casing and a clamp sheet, the
external sliding joint including a spring-loaded strap.
14. The apparatus of claim 10, further comprising an internal
sliding joint between the cylindrical casing and the first
cylindrical portion of the internal cavity.
15. A system, comprising: an exhaust gas passage extending between
an exhaust gas inlet and an exhaust gas outlet, a face of the
exhaust gas inlet perpendicular to a face of the exhaust gas
outlet, the exhaust gas passage including a plurality of stator
fins, and at least a portion of the exhaust gas passage encased in
an insulating material; a spark tray coupled to the exhaust gas
passage; and a drain port coupling an internal surface of the
exhaust gas passage to an external surface of the exhaust gas
passage.
16. The system of claim 15, further comprising an external sliding
joint, the external sliding joint including: a ring plate welded to
the external surface of the exhaust gas passage; and an outer strap
in direct contact with the ring plate, the outer strap coupled to a
pre-loaded spring.
17. The system of claim 15, further comprising an internal sliding
joint, the internal sliding joint including: a perforated pipe
extending within the exhaust gas passage; and a truncated cone, a
first end of the truncated cone coupled to the perforated pipe, and
a second end of the truncated cone coupled to a wall of the exhaust
gas passage.
18. The system of claim 15, wherein the spark tray includes: a box
fixedly coupled to the exhaust gas passage; and a sliding drawer
removable from the box.
19. The system of claim 15, wherein the exhaust gas passage is
coupled to an exhaust system of an engine.
20. The system of claim 19, wherein the engine is a locomotive
engine.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims priority to U.S. Provisional
Application No. 63/045,325, entitled "SYSTEM FOR A COMBINED SPARK
ARRESTOR AND MUFFLER ASSEMBLY", and filed on Jun. 29, 2020. The
entire contents of the above-listed application are hereby
incorporated by reference for all purposes.
BACKGROUND
Technical Field
[0002] Embodiments of the subject matter disclosed herein relate to
a combined spark arrestor and muffler for a locomotive engine.
Discussion of Art
[0003] Locomotive systems may be equipped with each of a spark
arrestor and a muffler to meet regulatory standards. For example,
it may be desirable to include spark arrestors to prevent excess
flammable material in locomotive exhaust. Further, it may be
desirable to include mufflers to decrease a noise level generated
by hot engine exhaust moving through the locomotive exhaust system.
For these reasons, providing a spark arrestor and a muffler for a
locomotive, such as a shunting locomotive, may increase customer
satisfaction. In some examples, a spark arrestor may be separate
from a muffler in an engine system. For example, a spark arrestor
may be manufactured and installed separately from a muffler, so
that each of the spark arrestor and the muffler is coupled to the
engine separately via clamping arrangements and/or bolted joints.
However, including separate spark arrestors and mufflers in an
engine system may increase weight, complexity, cost, and
maintenance difficulty, and decrease operator visibility.
Alternative spark arrestor and muffler configurations may therefore
be desirable.
BRIEF DESCRIPTION
[0004] In one embodiment, a system, may include a combined housing,
including a spark arrestor portion, the spark arrestor portion
including a plurality of stator fins, and a muffler portion, the
muffler portion including acoustic packing, wherein the muffler
portion is fluidically coupled to the spark arrestor portion via a
first sliding joint and a second sliding joint.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] FIG. 1 shows a schematic diagram of a vehicle with an engine
including a combined spark arrestor and muffler assembly.
[0006] FIG. 2 shows an example engine system including a combined
spark arrestor and muffler assembly, such as the combined spark
arrestor and muffler assembly of FIG. 1.
[0007] FIG. 3 shows an isolated view of the combined spark arrestor
and muffler assembly of FIG. 2.
[0008] FIG. 4A shows a first view of the combined spark arrestor
and muffler assembly coupled to a frame of a rail vehicle.
[0009] FIG. 4B shows a second view of the combined spark arrestor
and muffler assembly coupled to the frame of the rail vehicle.
[0010] FIG. 5 shows a first isolated view of a first combined spark
arrestor and muffler of the combined spark arrestor and muffler
assembly of FIGS. 2-4B.
[0011] FIG. 6 shows a schematic, cross-sectional view of the first
combined spark arrestor and muffler of the combined spark arrestor
and muffler assembly.
[0012] FIG. 7 shows a second isolated view of the first combined
spark arrestor and muffler of the combined spark arrestor and
muffler assembly.
[0013] FIG. 8 shows a cross-sectional view of the first combined
spark arrestor and muffler of the combined spark arrestor and
muffler assembly.
[0014] FIG. 9 shows a schematic, cross-sectional view of a drain
port of the first combined spark arrestor and muffler of the
combined spark arrestor and muffler assembly.
[0015] FIGS. 2-9 are shown approximately to scale, however, other
dimensions may be used.
[0016] FIG. 10 shows a method for operating the combined spark
arrestor and muffler assembly to reduce exhaust gas carbon deposits
and exhaust gas noise.
DETAILED DESCRIPTION
[0017] Embodiments of the invention are disclosed in the following
description, and may relate to system for a combined spark arrestor
and muffler. As one example, the combined spark arrestor and
muffler may include a combined housing including a spark arrestor
portion and a muffler portion, the spark arrestor portion including
a plurality of stator fins, and the muffler portion including
acoustic packing. For example, the combined housing may include an
internal cavity, the plurality of stator fins positioned therein, a
cylindrical outer casing, a spark tray coupled to the cylindrical
outer casing, and a drain port fluidly coupling the internal cavity
to an external surface of the cylindrical outer casing.
[0018] By including a combined spark arrestor and muffler assembly,
rather than a standalone spark arrestor and a standalone muffler,
for example, undesirable emissions may be reduced, while a cost and
complexity of a system may be decreased. To compensate for
differing thermal stresses between the spark arrestor portion and
the muffler portion of the combined spark arrestor and muffler
assembly, the combined spark arrestor and muffler may include an
external sliding joint and an internal sliding joint. For example,
including the internal sliding joint and the external sliding joint
may allow a single assembly to house a spark arrestor portion and a
muffler portion with reduced thermal stress. The external sliding
joint and the internal sliding joint may reduce thermal stresses on
the combined spark arrestor and muffler during engine operation in
which temperatures may fluctuate significantly depending on the
engine load and/or environmental conditions. For example, reducing
thermal stresses on the combined spark arrestor and muffler may
reduce repair costs for the combined spark arrestor and muffler.
Further, by mounting the combined spark arrestor and muffler inside
an engine cab, for example, rather than including a spark arrestor
outside of the engine cab, operator visibility may be increased,
which may increase customer satisfaction. For example, including
the combined spark arrestor and muffler inside the engine cab may
address engine height so that operator visibility is not impinged
upon by engine components. Accordingly, in one example, a vehicle
system (e.g., a rail vehicle system) may include a combined spark
arrestor and muffler assembly in the exhaust system for treating
exhaust gas from the engine.
[0019] Embodiments of the system described herein may be employed
in a variety of engine types, and a variety of engine-driven
systems. Some of these systems may be stationary, while others may
be on semi-mobile or mobile platforms. Semi-mobile platforms may be
relocated between operational periods, such as mounted on flatbed
trailers. Mobile platforms may include self-propelled vehicles.
Such vehicles can include on-road transportation vehicles (e.g.,
automobiles), mining equipment, marine vessels, rail vehicles, and
other off-highway vehicles (OHVs). For clarity of illustration, a
rail vehicle such as a locomotive may be provided as an example of
a mobile platform supporting a system incorporating an embodiment
of the system. For example, the mobile platform may be a shunter
locomotive with a diesel engine, as will be elaborated below.
[0020] FIG. 1 shows an embodiment of a system in which a combined
spark arrestor and muffler may be installed. Specifically, FIG. 1
shows a block diagram of an embodiment of a vehicle system 100. In
the illustrated example, the engine is coupled to a vehicle and is
depicted as a locomotive 106. The vehicle may run on a road 102 via
a plurality of wheels 112. As depicted, the locomotive includes an
engine 104. The engine includes a plurality of cylinders 101 (only
one representative cylinder shown in FIG. 1) that each include at
least one intake valve 103, at least one exhaust valve 105, and at
least one fuel injector 107. Each intake valve, exhaust valve, and
fuel injector may include an actuator that may be actuated via a
signal from a controller 110 of the engine. In other non-limiting
embodiments, the engine may be in a stationary platform. Suitable
stationary platforms may include a power-plant application. Other
suitable vehicles may include a marine vessel, mining or industrial
equipment, on-road vehicles, and off-highway vehicle propulsion
systems.
[0021] The engine receives intake air for combustion from an intake
passage 114. The intake passage 114 includes an air filter 160 that
filters air from outside of the locomotive. Exhaust gas resulting
from combustion in the engine is supplied to an exhaust passage
116. For example, the exhaust passage 116 may include an exhaust
gas sensor 162, which may monitor a temperature and/or an air-fuel
ratio of the exhaust gas, and which may be coupled to the
controller to provide monitoring data thereto. Exhaust gas flows
through the exhaust passage and an exhaust system of the
locomotive. For example, the exhaust passage may be coupled to a
combined spark arrestor and muffler assembly 170 in order to
decrease sparks and/or carbon deposits in the exhaust and to reduce
exhaust noise. For example, the combined spark arrestor and muffler
assembly may be a single engine component providing the function of
a spark arrestor and the function of a muffler, and coupled (e.g.,
fluidly coupled) in the exhaust system of a locomotive. As an
example, a spark arrestor portion of the combined spark arrestor
and muffler assembly may reduce the presence of carbon debris in
the exhaust. Further, the muffler portion of the combined spark
arrestor and muffler assembly may reduce exhaust gas noise, such as
dampening the acoustic loudness generated by exhaust pressure. For
example, the muffler portion may include acoustic insulation (e.g.,
such as acoustic packing) and/or resonance chambers for decreasing
exhaust gas noise. A combined spark arrestor and muffler, such as
may be used as combined spark arrestor and muffler assembly 170 of
FIG. 1, and methods therefor, will be described further with
respect to FIGS. 2-10.
[0022] The vehicle system may include an aftertreatment system
coupled in the exhaust passage. In one embodiment, the
aftertreatment system may include one or more emission control
devices. Such emission control devices may include a selective
catalytic reduction (SCR) catalyst, a three-way catalyst, a NOx
trap, or various other devices or exhaust aftertreatment systems.
In another embodiment, the aftertreatment system may additionally
or alternatively include a diesel oxidation catalyst (DOC) and a
diesel particulate filter (DPF).
[0023] Further, combustion in the cylinder(s) drives rotation of a
crankshaft (not shown). In one example, the engine is a diesel
engine that combusts air and diesel fuel through compression
ignition. In another example, the engine is a dual or multi-fuel
engine that may combust a mixture of gaseous fuel and air upon
injection of diesel fuel during compression of the air-gaseous fuel
mix. In other non-limiting embodiments, the engine may additionally
or alternatively combust fuel including gasoline, kerosene, natural
gas, ethanol, biodiesel, or other petroleum distillates of similar
density through compression ignition (and/or spark ignition).
[0024] A suitable locomotive may be a diesel-electric locomotive.
Suitable diesel-electric locomotives may include mainline haulers,
heavy haul freight haulers, passenger rail vehicles, shunters,
switchers, and the like. The diesel-electric locomotive may include
other power sources, such as hybrid electric (batteries), fuel
cells, hydrogen engines, and the like. While diesel is an example
fuel, other fuels may be used, such as those described
hereinabove.
[0025] As depicted in FIG. 1, the engine is coupled to an electric
power generation system that includes an alternator/generator 122.
For example, the engine may be a diesel and/or natural gas engine
that generates a torque output that is transmitted to the
alternator/generator, which is mechanically coupled to the
crankshaft, as well as to at least one of the plurality of wheels
to provide motive power to propel the locomotive. The
alternator/generator may produce electrical power that may be
stored and applied for subsequent propagation to a variety of
downstream electrical components. In one example, the
alternator/generator may be electrically coupled to an electrical
system 126. The electrical system may include one or more
electrical loads configured to run on electricity generated by the
alternator/generator, such as vehicle headlights, a cabin
ventilation system, and an entertainment system, and may further
include an energy storage device (e.g., a battery) which may be
charged by electricity generated by the alternator/generator. In
some examples, the vehicle may be a diesel-electric vehicle, and
the alternator/generator may provide electricity to one or more
electric motors 124 to drive the wheels.
[0026] As depicted in FIG. 1, the vehicle system may include a
thermal management system 150 (e.g., an engine cooling system). The
cooling system circulates coolant (e.g., water, glycol, etc.)
through the engine to absorb waste engine heat and distribute the
heated coolant to a heat exchanger, such as a radiator 152 (e.g., a
radiator heat exchanger). A suitable coolant may be water. A fan
154 may be coupled to the radiator to maintain an airflow through
the radiator when the vehicle is moving slowly or stopped while the
engine is running. In some examples, a speed of the fan may be
controlled by the controller. Coolant that is cooled by the
radiator may enter a tank (not shown). The coolant may then be
pumped by a water, or coolant, pump 156 back to the engine or to
another component of the vehicle system.
[0027] The controller may control various components related to the
locomotive vehicle system. As an example, various components of the
vehicle system may be coupled to the controller via a communication
channel or data bus. In one example, the controller may include a
computer control system. The controller may additionally or
alternatively include a memory holding non-transitory computer
readable storage media (not shown) including code for enabling
on-board monitoring and control of locomotive operation. In some
examples, the controller may include more than one controller each
in communication with one another, such as a first controller to
control the engine and a second controller to control other
operating parameters of the vehicle (such as engine load, engine
speed, brake torque, etc.). The first controller may control
various actuators based on output received from the second
controller and/or the second controller may control various
actuators based on output received from the first controller.
[0028] The controller may receive information from a plurality of
sensors and may send control signals to a plurality of actuators.
The controller, while overseeing control and management of the
engine and/or vehicle, may receive signals from a variety of engine
sensors, as further elaborated herein, in order to determine
operating parameters and operating conditions, and correspondingly
adjust various engine actuators to control operation of the engine
and/or the vehicle. For example, the controller 110 may receive
signals from various engine sensors including, but not limited to,
engine speed, engine load, intake manifold air pressure, boost
pressure, exhaust pressure, ambient pressure, ambient temperature,
exhaust temperature, particulate filter temperature, particulate
filter back pressure, engine coolant pressure, or the like.
Additional sensors, such as coolant temperature sensors, may be
positioned in the cooling system. Correspondingly, the controller
may control the engine and/or the vehicle by sending commands to
various components such as the one or more electric motors, the
alternator/generator, the fuel injectors, valves, the coolant pump,
or the like. For example, the controller may control the operation
of a restrictive element (e.g., such as a valve) in the engine
cooling system. Other actuators controllable by the controller may
be coupled to various locations in the vehicle.
[0029] FIGS. 2-9 provide embodiments of a combined spark arrestor
and muffler assembly 202 that may be included in a vehicle system,
such as the vehicle system 100 of FIG. 1. For example, the combined
spark arrestor and muffler assembly 202 may be one embodiment of
the combined spark arrestor and muffler assembly 170 of the vehicle
system 100 shown in FIG. 1. To demonstrate an engine system
including a combined spark arrestor and muffler assembly, FIG. 2
shows a representative engine system including the combined spark
arrestor and muffler assembly. The combined spark arrestor and
muffler assembly may have a twin configuration, such that the
combined spark arrestor and muffler assembly includes a first
combined spark arrestor and muffler and a second combined spark
arrestor and muffler, as shown in FIG. 3. For example, the first
combined spark arrestor and muffler may be substantially identical
to the second combined spark arrestor and muffler. Further, the
combined spark arrestor and muffler assembly may be fixedly coupled
to a rail vehicle frame such as shown in FIGS. 4A and 4B. The
combined spark arrestor and muffler assembly may include an
external sliding joint to reduce thermal stressed by allowing free
expansion as shown in FIG. 5, and may further include an internal
sliding joint to reduce thermal stresses, such as shown in FIG. 6.
FIG. 6 further shows a schematic view of internal components of the
first combined spark arrestor and muffler. FIGS. 7 and 8 highlight
a spark tray of the first combined spark arrestor and muffler for
collecting carbon deposits trapped by the spark arrestor portion of
the first combined spark arrestor and muffler. Each of the first
combined spark arrestor and muffler and the second combined spark
arrestor and muffler may include a drain port for draining rain and
other undesirable fluids from the combined spark arrestor and
muffler assembly, such as shown in FIG. 9. The combined spark
arrestor and muffler assembly may be operated according to a method
1000 of FIG. 10, such that exhaust gas from the engine flows
through the combined spark arrestor and muffler assembly, with the
spark arrestor portion reducing carbon deposits in the exhaust gas,
and the muffler portion reducing exhaust gas noise, which may
increase customer satisfaction.
[0030] FIGS. 2-9 will be described collectively, with like
components numbered the same and not reintroduced between figures.
FIGS. 2-9 show example configurations with relative positioning of
the various components. If shown directly contacting each other, or
directly coupled, then such elements may be referred to as directly
contacting or directly coupled, respectively, at least in one
example. Similarly, elements shown contiguous or adjacent to one
another may be contiguous or adjacent to each other, respectively,
at least in one example. As an example, components laying in
face-sharing contact with each other may be referred to as in
face-sharing contact. As another example, elements positioned apart
from each other with only a space there-between and no other
components may be referred to as such, in at least one example. As
yet another example, elements shown above/below one another, at
opposite sides to one another, or to the left/right of one another
may be referred to as such, relative to one another. Further, as
shown in the figures, a topmost element or point of element may be
referred to as a "top" of the component and a bottommost element or
point of the element may be referred to as a "bottom" of the
component, in at least one example. As used herein, top/bottom,
upper/lower, above/below, may be relative to a vertical axis of the
figures and used to describe positioning of elements of the figures
relative to one another. As such, elements shown above other
elements are positioned vertically above the other elements, in one
example. Further, reference axes 399 are included in each of FIGS.
2-9 in order to compare the views and relative orientations
described below. As yet another example, shapes of the elements
depicted within the figures may be referred to as having those
shapes (e.g., such as being circular, straight, planar, curved,
rounded, chamfered, angled, or the like). Further, elements shown
intersecting one another may be referred to as intersecting
elements or intersecting one another, in at least one example.
Further still, an element shown within another element or shown
outside of another element may be referred as such, in one
example.
[0031] Turning now to FIG. 2, view 200 shows the combined spark
arrestor and muffler assembly 202 coupled to an engine 201. For
example, engine 201 may be engine 104 of FIG. 1, and may be used to
provide motive power to a vehicle, such as a locomotive. For
example, engine may be a diesel engine including an engine block
206 for housing a plurality of cylinders (not shown in FIG. 2). For
example, fuel may be injected into each of the plurality of
cylinders, and the fuel may be ignited via compression ignition.
For example, exhaust gases from each cylinder of the plurality of
cylinders may be released into a first exhaust passage (not shown)
and a second exhaust passage (not shown). Further, the first
exhaust passage may be coupled to a first turbocharger 214, and the
second exhaust passage may be coupled to a second turbocharger 212.
In this way, engine exhaust may be provided to the combined spark
arrestor and muffler assembly.
[0032] As shown, combined spark arrestor and muffler assembly has a
twin configuration, such that the combined spark arrestor and
muffler assembly may include a first combined spark arrestor and
muffler 304 and a second combined spark arrestor and muffler
306306. For example, each of the first combined spark arrestor and
muffler and the second combined spark arrestor and muffler may
reduce carbon deposits in the exhaust gas and decrease exhaust gas
noise. In other examples, the combined spark arrestor and muffler
assembly may have a single configuration, so that the combined
spark arrestor and muffler assembly may include a single combined
spark arrestor and muffler. In still other examples, the combined
spark arrestor and muffler assembly may include more than two
combined spark arrestor and mufflers, such as three, four, and five
combined spark arrestor and mufflers. Further, the first combined
spark arrestor and muffler is coupled to a first exhaust stack 208,
and the second combined spark arrestor and muffler is coupled to a
second exhaust stack 210. The first and second exhaust stacks may
allow exhaust gases to exit the engine system.
[0033] Next, FIG. 3 shows an isolated view 300 of the combined
spark arrestor and muffler assembly, including the first combined
spark arrestor and muffler and the second combined spark arrestor
and muffler. As such, components previously introduced are
similarly numbered in this and subsequent figures. As indicated by
the reference axes 399, view 300 shows the combined spark arrestor
and muffler assembly rotated about the y-axis such that
foreshortened projections of each of the z- and x-axes are shown.
Further, a central axis 398 of the first combined spark arrestor
and muffler is parallel with the x-axis of the reference axes, and
a central axis 397 of the second combined spark arrestor and
muffler is parallel with the x-axis of the reference axes. For
example, the central axis of the first combined spark arrestor and
muffler is parallel with the central axis of the second combined
spark arrestor and muffler. The first combined spark arrestor and
muffler and the second combined spark arrestor and muffler may be
substantially identical, and may share substantially identical
components. For example, the first combined spark arrestor and
muffler may include an (exhaust gas) inlet 312, an (exhaust gas)
outlet 308, a first mounting bracket 316, and a second mounting
bracket 326. Similarly, the second combined spark arrestor and
muffler may include an (exhaust gas) inlet 310, an (exhaust gas)
outlet 318, a third mounting bracket 314, and a fourth mounting
bracket (not shown). As the first combined spark arrestor and
muffler is substantially identical to the second combined spark
arrestor and muffler, components of the first combined spark
arrestor and muffler not shown in FIG. 3 may also be included in
the second combined spark arrestor and muffler. For example, FIG. 3
further shows additional components of the first combined spark
arrestor and muffler, including a spark tray 320 that collects soot
from the spark arrestor portion and a drain port 322 that collects
rain and other fluids. Although not shown in FIG. 3, the second
combined spark arrestor and muffler may also include a spark tray
and a drain port, for example. Components of the first combined
spark arrestor and muffler may be identical to components of the
second combined spark arrestor and muffler. However, components of
the second combined spark arrestor and muffler may vary from
components of the first combined spark arrestor and muffler.
[0034] As shown, each of the first combined spark arrestor and
muffler and the second combined spark arrestor and muffler includes
a hollow cylindrical body (e.g., a tube) coaxial with the central
axis 398. For example, the first combined spark arrestor and
muffler includes a hollow cylindrical body 332 coaxial with the
central axis 398. Further, the second combined spark arrestor and
muffler includes a hollow cylindrical body 334 coaxial with the
central axis 397. Each hollow cylindrical body may have a
thickness, and additional components may be internally coupled to
each of the first combined spark arrestor and muffler and the
second combined spark arrestor and muffler but not shown in FIG. 3.
For example, components may be coupled to an internal cavity of
each hollow cylindrical body. External components of the first
combined spark arrestor and muffler may be coupled to the
cylindrical body, such as the inlet 312, the first mounting bracket
316, the second mounting bracket 326, and the outlet 308. The first
combined spark arrestor and muffler includes a back plate 330.
[0035] Each of the first combined spark arrestor and muffler and
the second combined spark arrestor and muffler may include a spark
arrestor portion and a muffler portion. For example, the first
combined spark arrestor and muffler may include a spark arrestor
portion proximate to the inlet 312. For example, exhaust gas may
flow into the inlet 312 and into the spark arrestor portion of the
first combined spark arrestor and muffler. The spark arrestor
portion may be fluidly coupled to the muffler portion of the first
combined spark arrestor and muffler, so that exhaust gas flows from
the spark arrestor portion to the muffler portion. As an example,
the spark arrestor portion may include a plurality of stator fins,
which may separate carbon deposits from exhaust gas flow via
centrifugal force. As another example, the muffler portion may
include acoustic insulation to reduce exhaust gas noise. Internal
components of the first combined spark arrestor and muffler will be
described with respect to FIG. 6.
[0036] Further, FIGS. 4A and 4B show a first view 400 and a second
view 450, respectively, of the combined spark arrestor and muffler
assembly coupled to a locomotive frame 402. For example, the
locomotive frame may provide structural support to a vehicle such
as the locomotive 106 shown in FIG. 1. As shown by the reference
axes 399, the first view 400 of FIG. 4A is an x-y planar view 400
of locomotive frame and the combined spark arrestor and muffler
assembly. In particular, only the first combined spark arrestor and
muffler is visible in the x-y planar view of FIG. 4A. A plurality
of vehicle components may be coupled to the locomotive frame, such
as components of an engine. As shown, the combined spark arrestor
and muffler assembly described with respect to FIGS. 2 and 3 is
coupled to the locomotive frame. For example, the locomotive frame
includes a first attachment beam 404, the first attachment beam
parallel to the x-axis with respect to the reference axes. To
fixedly couple the combined spark arrestor and muffler assembly to
the locomotive frame, a plurality of fasteners may be used. As
shown, the first combined spark arrestor and muffler is coupled to
the first attachment beam via the first mounting bracket and the
second mounting bracket. In particular, the first mounting bracket
is fixedly coupled to the first attachment beam, and the second
mounting bracket is fixedly coupled to the first attachment beam.
As shown in FIG. 2, the outlet of the first combined spark arrestor
and muffler is coupled to the first exhaust stack.
[0037] Next, FIG. 4B shows the second view 450 of the combined
spark arrestor and muffler assembly coupled to the locomotive
frame. As indicated by the reference axes 399, the second view 450
is rotated about the y-axis such that foreshortened projections of
each of the x- and z-axes are shown. In addition to the components
shown in FIG. 4A, FIG. 4B shows a second attachment beam 412, which
may be parallel to the first attachment beam 404 and the x-axis of
the reference axes. Thus, as shown, the second combined spark
arrestor and muffler is coupled to the second attachment beam via
the third mounting bracket and the fourth mounting bracket (not
shown). Similar to the first combined spark arrestor and muffler,
the second combined spark arrestor and muffler is coupled to an
exhaust stack (e.g., the second exhaust stack 210), through which
exhaust gas may flow after passing through the second combined
spark arrestor and muffler. In some examples, the combined spark
arrestor and muffler assembly may include more or fewer attachment
points, or may be fastened to the locomotive frame via welded
joints, for example. Thus, the combined spark arrestor and muffler
assembly may be fixedly coupled to the locomotive frame, so that
the combined spark arrestor and muffler assembly may be securely
held in place during engine operation without excessive vibration
or disruption.
[0038] Further, each of the first combined spark arrestor and
muffler and the second combined spark arrestor and muffler may
include an external sliding joint and an internal sliding joint,
each of the external sliding joint and the internal sliding joint
configured to decrease thermal stresses at the joint. FIG. 5 shows
a view 500 of the first combined spark arrestor and muffler,
including an external sliding joint 324. For example, as indicated
by the reference axes 399, view 500 is rotated about the y-axis
such that foreshortened projections of each of the x- and z-axes
are shown. For example, view 500 may be oriented similarly to view
300 with respect to the reference axes. Although FIG. 5 only shows
the first combined spark arrestor and muffler, and does not show
the second combined spark arrestor and muffler, the second combined
spark arrestor and muffler may have a substantially identical
external sliding joint as described for the first combined spark
arrestor and muffler. For example, the external sliding joint may
allow the combined spark arrestor and muffler to expand due to
thermal forces, such as by allowing lateral movement of the hollow
cylindrical body relative to a clamp sheet.
[0039] In particular, the external sliding joint may include an
outer strap 336 and a ring plate 338, as shown in FIG. 5. The outer
strap may be fastened by a spring-loaded fastener 328, so that the
outer strap may expand due to thermal stresses. The outer strap may
be in direct contact (e.g., face-sharing contact) with the ring
plate. For example, the outer strap may be circular, and may extend
circumferentially about the hollow cylindrical body of the first
combined spark arrestor and muffler and pressed against outer
surfaces of the ring plate. Further, a plurality of braces 340 may
reinforce the external sliding joint to control the expansion
direction. For example, the spring-loaded fastener may be
pre-loaded to a pre-determined load based on a predicted amount of
thermal expansion during engine operation. For example, the
external sliding joint may allow the hollow cylindrical body to
slide along the central axis 398 in response to thermal
stresses.
[0040] Further, an internal sliding joint between an outer shell
(e.g., the hollow cylindrical body of the first combined spark
arrestor and muffler) and a perforated pipe may further reduce
thermal stress due to expansion. Thus, FIG. 6 shows a schematic
cross-sectional view 600 of the first combined spark arrestor and
muffler, including the internal sliding joint. View 600 is a
cross-sectional view planar view in the x-y plane as shown by the
reference axes 399. For example, the cut plane for the
cross-sectional view 600 may be parallel to the x-y plane of the
reference axes, and may bisect the first combined spark arrestor
and muffler. In particular, the cut plane may include the central
axis 398. As shown in FIG. 6, the first combined spark arrestor and
muffler includes a muffler portion 610 and a spark arrestor portion
612. For example, exhaust gas may enter the first combined spark
arrestor and muffler via the inlet, may flow through the spark
arrestor portion, flow through the muffler portion, and exit the
first combined spark arrestor and muffler via the outlet. As shown,
the spark arrestor portion may include a plurality of stator fins
602. For example, the plurality of stator fins may generate
centrifugal forces in the exhaust gas flow, which may remove at
least a portion of carbon deposits and burning matter from the
exhaust gas.
[0041] As shown, the muffler portion may include acoustic
insulation 614, which may reduce exhaust gas noise. Further, the
muffler portion may include a joint 616 for changing the direction
of exhaust gas flow, which may decrease exhaust gas temperature and
exhaust gas noise. In particular, an internal cavity of the muffler
portion may include a first cylindrical portion 606 and a second
cylindrical portion 608. As an example, a central axis of the first
cylindrical portion is perpendicular to a central axis of the
second cylindrical portion. In particular, the first cylindrical
portion shares a central axis with the combined spark arrestor and
muffler, such that the central axis of the first cylindrical
portion is perpendicular to the central axis 398. In particular,
the central axis of the second cylindrical portion is central axis
699, which may be parallel with the y-axis with respect to the
reference axes. As such, exhaust gas flowing into the muffler
portion may flow substantially parallel to the central axis 398
while in the first cylindrical portion. However, as the exhaust gas
passes through the joint, the exhaust gas direction may change, so
that the exhaust gas direction is substantially parallel to the
central axis 699 while in the second cylindrical portion. As
another example, an exhaust gas inlet face 620 may be perpendicular
to an exhaust gas outlet face 622. For example, the exhaust gas
inlet face may be parallel to the y-z plane with respect to the
reference axes, while the exhaust gas outlet face may be parallel
to the x-z plane with respect to the reference axes.
[0042] Further, each of the first cylindrical portion and the
second cylindrical portion of the muffler portion may be a
perforated pipe. To couple the hollow cylindrical body of the first
combined spark arrestor and muffler to the perforated pipe, an
internal sliding joint 604 may be provided. For example, the
internal sliding joint may allow the perforated pipe to slide with
respect to the hollow cylindrical body due to thermal expansion,
which may decrease thermal stresses on the first combined spark
arrestor and muffler. In particular, the first cylindrical portion
may be coupled to a truncated cone portion 624, which may slidably
fit in the internal sliding joint. For example, the truncated cone
portion may be configured so that the muffler portion may slide
relative to the spark arrestor portion with respect to the x-axis
of the reference axes 399. Including the internal sliding joint may
reduce thermal stresses on components of the first combined spark
arrestor and muffler, such as by allowing free expansion.
[0043] Next, FIG. 7 shows a view 700 of the first combined spark
arrestor and muffler. As indicated by the reference axes 399, view
700 is rotated about the y-axis so that foreshortened projections
of each of the x- and z-axes are shown. In particular, view 700 may
be rotated by approximately 90 degrees about the y-axis of the
reference axes with respect to view 300 of FIG. 3. As shown in FIG.
7, the spark tray 320 may include a retractable drawer 702. The
retractable drawer may be configured such that the retractable
drawer may slide out of the spark tray for cleaning. For example,
during engine operation, the spark arrestor portion of the first
combined spark arrestor and muffler may remove carbon deposits from
the exhaust gas. The removed carbon deposits may be collected in
the spark tray. In this way, the retractable drawer may be
configured to collect the carbon deposits. For example, the
retractable drawer may be coupled to the spark tray via a sliding
bracket or a bearing, which may allow the retractable drawer to
slide in and out of the spark tray. A locking mechanism may prevent
the retractable drawer from opening during engine operation, for
example.
[0044] Further, to illustrate the operation of the spark tray, FIG.
8 shows a cross-sectional view 800 of the first combined spark
arrestor and muffler, including the spark tray. As indicated by the
reference axes 399, view 800 is rotated about the y-axis so that
foreshortened projections of each of the x- and z-axes are shown.
For example, view 800 may be further rotated about the y-axis with
respect to the reference axes. Further, view 800 includes a
cross-sectional cut through the first combined spark arrestor and
muffler. The cut plane may be parallel to the y-z axis with respect
to the reference axes, and may be perpendicular to the central axis
of the first combined spark arrestor and muffler. As elaborated
above, the spark tray may collect carbon deposits and other burning
matter from the exhaust. The plurality of stator fins (not shown in
FIG. 8) may produce centrifugal forces in the exhaust gas flow. For
example, the plurality of stator fins may generate at least
partially circular flow in the spark arrestor portion, and
centrifugal forces may differentially affect larger carbon deposits
and particular matter, causing it to flow through a spark flap 804.
For example, the spark flap may couple the spark arrestor portion
to the spark tray, so that carbon deposits and particulate matter
fall into the spark tray. In this way, the spark arrestor portion
of the first combined spark arrestor and muffler may reduce carbon
deposits and other burning matter in the exhaust gas.
[0045] Further, a drain port may eliminate excess and/or unwanted
fluid, such as rain, from a combined spark arrestor and muffler
assembly. For example, FIG. 9 shows a schematic cross-sectional
view 900 of the drain port shown in FIG. 3. As an example, each of
the first combined spark arrestor and muffler and the second
combined spark arrestor and muffler may include a drain collector.
As shown, rain and other liquid may flow from the first cylindrical
portion into the drain port via a flow path 902. The drain port may
allow rain and other liquids to flow out of the combined spark
arrestor and muffler assembly, reducing component degradation.
[0046] Next, FIG. 10 provides a method 1000 for flowing exhaust gas
through a combined spark arrestor and muffler assembly, such as the
combined spark arrestor and muffler assembly 202 introduced in FIG.
2. The combined spark arrestor and muffler assembly may be included
in an exhaust system of an engine, such as engine system shown in
FIG. 1. At least portions of method 1000 may be executed by a
controller, such as the controller 110 shown in FIG. 1, based on
instructions stored in non-transitory memory.
[0047] At 1002, method 1000 includes combusting an air-fuel mixture
in cylinders of the engine. For example, fuel from a fuel system
may be delivered to the cylinders via fuel injectors (e.g., fuel
injector 107 of FIG. 1), where the fuel is mixed with air, the
amount of air controlled by adjusting an opening of an intake valve
(e.g., intake valve 103 of FIG. 1). In one example, the amount of
fuel to be delivered may be empirically determined and stored in a
predetermined lookup table or function, which may be indexed to
engine operating conditions, such as engine speed and load, among
other engine operating conditions (such as a desired air-fuel
ratio). The controller may determine a pulse-width of a control
signal to send to a fuel injector actuator corresponding to the
determined amount of fuel to be delivered. The resulting air-fuel
mixture may be ignited (e.g., via spark plugs or compression
ignition), generating power via expanding exhaust gases. After
combustion, exhaust gases may be vented from the cylinder into an
exhaust system.
[0048] At 1004, method 1000 includes flowing the exhaust gases from
the exhaust manifold into the combined spark arrestor and muffler
assembly via an inlet. As described above with respect to FIG. 2,
the exhaust gases from combustion in an engine (e.g., engine 201 of
FIG. 2) may be flowed through an exhaust system to the combined
spark arrestor and muffler assembly. Further, the combined spark
arrestor and muffler assembly may have a twin configuration, such
as shown in FIGS. 2 and 3, so that the combined spark arrestor and
muffler assembly includes two inlets, with a first inlet directing
exhaust gas to a first combined spark arrestor and muffler, and a
second inlet directing exhaust gas to a second combined spark
arrestor and muffler.
[0049] At 1006, method 1000 includes flowing the exhaust gases
through a spark arrestor portion of the combined spark arrestor and
muffler assembly to remove carbon debris. As stated above, the
combined spark arrestor and muffler assembly may have a twin
configuration, such as that the first combined spark arrestor and
muffler has a first spark arrestor portion and the second combined
spark arrestor and muffler has a second spark arrestor portion. For
example, each of the first spark arrestor portion and the second
spark arrestor portion may include a plurality of stator fins,
which may trap carbon deposits via centrifugal force. For example,
the stator fins may create a circular airflow, which may generate
centrifugal force in the exhaust gas. Further, the centrifugal
force may cause carbon deposits above a threshold size to remain in
the first and second spark arrestor portions. For example, carbon
deposits from the first and second spark arrestor portions may be
respectively trapped in spark trays of the first and second
combined spark arrestor and muffler. The spark trays may be cleaned
periodically to remove carbon deposits.
[0050] At 1008, method 1000 includes flowing the exhaust gases
through a muffler portion of the combined spark arrestor and
muffler assembly to reduce exhaust noise. For example, the muffler
portion of the combined spark arrestor and muffler assembly may
include insulation and/or resonance chambers for decreasing exhaust
gas noise. In particular, the first combined spark arrestor and
muffler of the combined spark arrestor and muffler assembly may
have a first muffler portion, and the second combined spark
arrestor and muffler of the combined spark arrestor and muffler
assembly may have a second muffler portion. For example, the hot,
high-pressure exhaust may generate sound pressure, which may
generate noise. Materials for acoustic insulation, such as acoustic
packing, may be included in each of the first muffler portion and
the second muffler portion to reduce exhaust noise.
[0051] At 1010, method 1000 includes flowing the exhaust gases out
of the combined spark arrestor and muffler assembly via an outlet.
For example, after carbon deposits in the exhaust gas are decreased
via the spark arrestor portion of the combined spark arrestor and
muffler assembly, and exhaust gas noise is decreased via the
muffler portion of the combined spark arrestor and muffler
assembly, the exhaust gas may flow out of the outlet. For example,
each of the first combined spark arrestor and muffler and the
second combined spark arrestor and muffler may include an outlet
through which exhaust gas may flow. For example, each outlet may be
coupled to an exhaust stack, which may direct exhaust gas away from
the engine.
[0052] In this way, a vehicle, such as a locomotive vehicle, may be
provided with a spark arrestor and a muffler without the additional
cost, complexity, and weight of including two additional
components. For example, by combining a spark arrestor function and
a muffler function in a single combined spark arrestor and muffler
assembly, a component weight may be reduced, as well as a number of
connectors utilized, which may reduce the cost and complexity. By
providing both a spark arrestor function and a muffler function,
vehicle exhaust may include lower levels of carbon deposits, and
exhaust gas noise may be decreased. Further, by providing an
external sliding joint and an internal sliding joint, thermal
stresses on the combined spark arrestor and muffler assembly may be
reduced. The technical effect of providing a combined spark
arrestor and muffler assembly is that an amount of carbon debris
and exhaust gas noise for a vehicle is reduced.
[0053] An embodiment of a system includes a first combined housing,
including a spark arrestor portion, the spark arrestor portion
including a plurality of stator fins, and a muffler portion, the
muffler portion including acoustic packing, wherein the muffler
portion is fluidically coupled to the spark arrestor portion via a
first sliding joint and a second sliding joint. In one embodiment
of the system, the first combined housing includes an internal
cavity, the plurality of stator fins positioned therein, a
cylindrical outer casing, a spark collector coupled to the
cylindrical outer casing, and a drain port fluidically coupling the
internal cavity to an external surface of the cylindrical outer
casing. In one embodiment of the system, the first combined housing
includes an exhaust gas inlet positioned at a first end of the
cylindrical outer casing, the exhaust gas inlet extending between
the external surface of the cylindrical outer casing and the
internal cavity, and an exhaust gas outlet positioned at a second
end of the cylindrical outer casing, the exhaust gas outlet
extending between the external surface of the cylindrical outer
casing and the internal cavity, a face of the exhaust gas outlet
perpendicular to a face of the exhaust gas inlet. In one embodiment
of the system, the acoustic packing is positioned between the
internal cavity and an internal surface of the cylindrical outer
casing. In one embodiment of the system, the cylindrical outer
casing is coupled to a clamp sheet via the first sliding joint, the
first sliding joint including at least one pre-loaded spring. In
one embodiment of the system, the muffler portion includes a
perforated pipe, the perforated pipe coupled to the cylindrical
outer casing via the second sliding joint. In one embodiment of the
system, the spark collector includes an outer box fixedly coupled
to the cylindrical outer casing and an inner box slidably coupled
to the outer box. In one embodiment of the system, the system
further includes a second combined housing, the second combined
housing including another spark arrestor portion and another
muffler portion, a central axis of the first combined housing
parallel to a central axis of the second combined housing. In one
embodiment of the system, the first combined housing is coupled to
an exhaust system of a locomotive engine.
[0054] An embodiment of an apparatus includes a cylindrical casing
including an internal cavity, the internal cavity including a first
cylindrical portion and a second cylindrical portion, the first
cylindrical portion perpendicular to the second cylindrical
portion, an exhaust gas inlet extending between the internal cavity
and an exterior surface of the cylindrical casing, the exhaust gas
inlet positioned on a first end of the cylindrical casing, an
exhaust gas outlet extending between the internal cavity and the
exterior surface of the cylindrical casing, the exhaust gas outlet
positioned on a second end of the cylindrical casing, a plurality
of stator fins positioned within the first cylindrical portion of
the internal cavity, and an insulating material positioned radially
around at least the second cylindrical portion of the internal
cavity. In one embodiment of the apparatus, a spark tray extends
between the first cylindrical portion and the exterior surface of
the cylindrical casing. In one embodiment of the apparatus, a face
of the exhaust gas inlet is perpendicular to a face of the exhaust
gas outlet. In one embodiment of the apparatus, the apparatus
further includes an external sliding joint between the cylindrical
casing and a clamp sheet, the external sliding joint including a
spring-loaded strap. In one embodiment of the apparatus, the
apparatus further includes an internal sliding joint between the
cylindrical casing and the first cylindrical portion of the
internal cavity.
[0055] An embodiment of a system includes an exhaust gas passage
extending between an exhaust gas inlet and an exhaust gas outlet, a
face of the exhaust gas inlet perpendicular to a face of the
exhaust gas outlet, the exhaust gas passage including a plurality
of stator fins, and at least a portion of the exhaust gas passage
encased in an insulating material, a spark tray coupled to the
exhaust gas passage, and a drain port coupling an internal surface
of the exhaust gas passage to an external surface of the exhaust
gas passage. In one embodiment of the system, the system further
includes an external sliding joint, the external sliding joint
including a ring plate welded to the external surface of the
exhaust gas passage, and an outer strap in direct contact with the
ring plate, the outer strap coupled to a pre-loaded spring. In one
embodiment of the system, the system further includes an internal
sliding joint, the internal sliding joint including a perforated
pipe extending within the exhaust gas passage, and a truncated
cone, a first end of the truncated cone coupled to the perforated
pipe, and a second end of the truncated cone coupled to a wall of
the exhaust gas passage. In one embodiment of the system, the spark
tray includes a box fixedly coupled to the exhaust gas passage, and
a sliding drawer removable from the box. In one embodiment of the
system, the exhaust gas passage is coupled to an exhaust system of
an engine. In one embodiment of the system, the engine is a
locomotive engine.
[0056] An embodiment of a method includes flowing exhaust gas from
an exhaust manifold of an engine into a combined spark arrestor and
muffler assembly via an exhaust gas inlet, flowing the exhaust gas
through a first portion of the combined spark arrestor and muffler
assembly, the first portion of the combined spark arrestor and
muffler assembly including a plurality of stator fins, flowing the
exhaust gas through a second portion of the combined spark arrestor
and muffler assembly, the second portion of the combined spark
arrestor and muffler assembly including insulating material, and
the second portion of the combined spark arrestor and muffler
assembly coupled to the first portion of the combined spark
arrestor and muffler assembly via an internal sliding joint, and
flowing the exhaust gas out of the combined spark arrestor and
muffler assembly via an exhaust gas outlet, the exhaust gas outlet
perpendicular to the exhaust gas inlet. In one embodiment of the
method, the method further includes combusting an air-fuel mixture
in cylinders of the engine, and flowing the exhaust gas from the
cylinders to the exhaust manifold. In one embodiment of the method,
flowing the exhaust gas through the first portion of the combined
spark arrestor and muffler assembly includes collecting carbon
deposits in a spark collector tray coupled to the combined spark
arrestor and muffler assembly. In one embodiment of the method,
flowing the exhaust gas through the second portion of the combined
spark arrestor and muffler assembly includes flowing the exhaust
gas through a 90 degree turn in the second portion of the combined
spark arrestor and muffler assembly. In one embodiment of the
method, the combined spark arrestor and muffler assembly includes a
spring-loaded strap coupling a body of the combined spark arrestor
and muffler assembly to a clamp sheet, the clamp sheet fixedly
coupled to a frame of a vehicle. In one embodiment of the method,
the body of the combined spark arrestor and muffler assembly
includes a housing, the housing enclosing each of the first portion
of the combined spark arrestor and muffler assembly and the second
portion of the combined spark arrestor and muffler assembly.
[0057] As used herein, an element or step recited in the singular
and proceeded with the word "a" or "an" should be understood as not
excluding plural of said elements or steps, unless such exclusion
is explicitly stated. Furthermore, references to "one embodiment"
of the invention do not exclude the existence of additional
embodiments that also incorporate the recited features. Moreover,
unless explicitly stated to the contrary, embodiments "comprising,"
"including," or "having" an element or a plurality of elements
having a particular property may include additional such elements
not having that property. The terms "including" and "in which" are
used as the plain-language equivalents of the respective terms
"comprising" and "wherein." Moreover, the terms "first," "second,"
and "third," etc. are used merely as labels, and are not intended
to impose numerical requirements or a particular positional order
on their objects.
[0058] The control methods and routines disclosed herein may be
stored as executable instructions in non-transitory memory and may
be carried out by the control system including the controller in
combination with the various sensors, actuators, and other engine
hardware. The specific routines described herein may represent one
or more of any number of processing strategies such as
event-driven, interrupt-driven, multi-tasking, multi-threading, and
the like. As such, various actions, operations, and/or functions
illustrated may be performed in the sequence illustrated, in
parallel, or in some cases omitted. Likewise, the order of
processing is not necessarily required to achieve the features and
advantages of the example embodiments described herein, but is
provided for ease of illustration and description. One or more of
the illustrated actions, operations and/or functions may be
repeatedly performed depending on the particular strategy being
used. Further, the described actions, operations and/or functions
may graphically represent code to be programmed into non-transitory
memory of the computer readable storage medium in the engine
control system, where the described actions are carried out by
executing the instructions in a system including the various engine
hardware components in combination with the electronic
controller.
[0059] This written description uses examples to disclose the
invention, including the best mode, and also to enable a person of
ordinary skill in the relevant art to practice the invention,
including making and using any devices or systems and performing
any incorporated methods. The patentable scope of the invention is
defined by the claims, and may include other examples that occur to
those of ordinary skill in the art. Such other examples are
intended to be within the scope of the claims if they have
structural elements that do not differ from the literal language of
the claims, or if they include equivalent structural elements with
insubstantial differences from the literal languages of the
claims.
* * * * *